Hi Everyone,
We just completed the VEC2 software and user manual so that owners can do their own tuning. We will be sending out letters to current VEC2 owners so that we can update the firmware and wiring harnesses on their VEC2's in order to make it compatible with the new software (if desired). The software will be $199 and card reader / writers are $49 for serial port and $59 for USB port (includes 3 Smart Cards). If VEC2 owners do not want to adjust their own tuning, they do not need the software and do not need to send in their systems for updates.
We're also building up inventory for VEC2's as a stand alone item. The system will be $995 with the software, plus the reader / writer ($49 to $59) if you don't have one.
The VEC2 is still included in the price of the Supercharger system, but the software is not included. It will be an option at $199. We'd love to include it at no extra charge, but it's cost too much to develop over the last 9 months.
Here's the partial VEC2 description and user manual, less images and some text:
Roe Racing USA
VEC2 System and Software Operating Instructions
System Description:
The VEC2 Viper Engine Calibrator allows precise tuning of the air to fuel ratio and ignition timing over the entire operating range of the engine. Simply inserting a pre-programmed Smart Card immediately changes the program settings for the current driving situation or octane of fuel as desired.
The unit contains its own fuel injector drivers and is plugged in between the factory PCM and engine. It is especially useful for recalibration of both forced induction engines and those with extensive modifications, though stock engines can benefit greatly also (50 RWHP in the midrange during recent testing).
Features:
- Allows for the use of larger fuel injectors.
- Vacuum and boost load fuel calibration.
- Vacuum and boost load ignition timing calibration.
- Smart Card programmable with unlimited number of cards.
- Allows for stock like drivability on heavily modified engines.
- Two microprocessors run each engine bank individually, keeping factory adaptives correctly adjusted.
- Programmable output signal (12V- negative) can be used to activate a switched component or PWM (pulse width modulation) controlled component in conjunction with program changes.
- Easy to install.
Front Panel Indicator Lights and Smart Card Write Button Functions (from left to right):
- LED #1, Green, indicates power is on.
- LED #2, Red, User selectable features (future capabilities).
- LED #3, Red, System busy or error. Lights (steady) during the reading or writing of a Smart Card. Flashes if there is a system or card error. Steady on with the #4 green LED indicates the last card function was a write to the card.
- LED #4, Green, Smart Card read / write complete.
- Pushbutton, writes current settings from the VEC2 to Smart Card.
How it works:
The VEC2 is similar to a stand-alone engine management system, but also has similarities to a piggyback system. We consider it as working "in series" with the factory PCM.
In a true stand-alone system, you must program for every operating condition the engine will experience, load, throttle position, RPM, engine temperature, air temperature, etc. These systems can be quite complex to tune. Most PCM's also control radiator fan operation, A/C operation, emissions operation and diagnostic functions. Stand-alones are generally not compatible with OBD2 emissions testing in that they replace the factory PCM and will not link up with state run emissions equipment. These systems are best suited for racetrack use where engine tuners can fine-tune the program to the environment of the moment for optimal performance.
In a typical piggyback system, control over the engine is done by manipulating inputs to the stock PCM. Manifold air pressure and oxygen sensor voltages can be altered in order to make the PCM change its load calibration, thus altering fuel and ignition advance curves. Reducing MAP sensor voltage has the effect of reducing injector pulse width by making the PCM "think" the engine is under greater vacuum than actual. At the same time, ignition timing is advanced due to the PCM believing the engine is under a lower load. Conversely, increasing voltage has the opposite effect, increasing fuel and reducing timing advance. When tuning with systems of this type, you can find yourself in situations where you can have proper part throttle tuning, or proper full throttle tuning, but rarely both if the engine is heavily modified or has forced induction.
The VEC2 offers the best of both worlds. Stand alone system control, but with the simplicity of a piggyback system. The VEC2 controls fuel and timing, leaving the stock PCM to handle all other functions, such as idle speed, A/C control, emissions operation, etc.
With the VEC2 you can use the factory PCM's injector pulse output as a reference, from 199% down to 0%. This is beneficial in that if you're using larger injectors you can use 70% of the stock pulse (for example) to make the larger injectors flow the same as the stock ones, allowing the engine to operate with the proper air/fuel ratio in proper closed loop operation. When the engine is under a heavier load / in closed loop, you can create a fuel curve that begins adding milliseconds of injector pulse width as the load / boost increases. The curve is further trimmed based on the engine RPM.
Ignition timing can be controlled within a range of 25 degrees advance to 25 degrees retard from the factory settings. The curve can be configured based on load and RPM. In places where the factory programmed timing curve is too advanced for an engine, such as under boost, it can be ********, while leaving normal timing in vacuum conditions. You can also add timing advance in areas where the factory programmed timing advance is insufficient.
The VEC2 has a programmable 12V+ output wire. The output can be used to operate a relay, turn on a shift light or operate a PWM injector circuit. The output is manifold pressure and engine RPM referenced. For example, you can create a program which will turn on a Nitrous relay, increase the injector pulse and decrease the ignition advance all at the same time. You may also use it to activate a boost or shift light.
Software requirements:
- CD Rom reader
- Serial or USB port
- Windows operating system win95, win98, win2000 and winXP
- 5Mb of hard drive free space.
CD Contents:
- VEC2 software with setup installation program
- Sample program files for Naturally Aspirated and forced induction engines.
- Micro (card reader / writer) drivers.
- System manual in text.
Software Installation:
1. Insert the CD into your disc drive.
2. Allow the computer to Auto Open the CD, or open it through "My Computer" or "Windows Explorer".
3. Click and open the "VEC2-CD" folder.
4. Click and open the "VEC2-Gen2-Viper" folder.
5. Select "Setup" and follow the on screen prompts to create your directory path and complete the installation.
6. Click and open the file named "Micro-Drivers".
7. Select the "Setupwk" file and follow the onscreen prompts. Allow the system to reboot when finished.
Verify Installation:
The VEC2 software should now be available in your list of programs.
1. Open the VEC 2 program.
2. Plug in your Smart Card reader / writer. The serial model, Micro 120, has an internal battery that will need to be charged by the serial port before it can be used. The USB model, Micro 130, has no battery and is ready to use.
3. At the upper left, click on "Find Reader". The status screen will display "Card Reader OK" when found.
4. If the card reader is found, then all the installations are complete and were successful.
Software Use and Operation
The VEC2 software is written using regular Windows based format, with taskbar commands at the top. Clicking on the tabs at the bottom of the window accesses individual pages.
Fig. 1
Section 1
Opening An Existing Program From A Smart Card
Begin by clicking on the button "Find Reader" at the top left. If your card reader / writer is plugged in and driver is properly loaded, the text box will display "Card Reader OK". If the reader could not be found, check / change your comport settings in the "Settings, Preferences" menu.
1. Enter your box serial number and box encryption code numbers in the text boxes provided (serial number is on your box / cards and the encryption code is on your invoice). The serial number and code from the last system opened will be available from the drop down box in the "Box Serial NR" field. This will allow you to read and write to program cards for your specific VEC2.
2. Insert a Smart Card into the reader and click on the "Read Card" button.
3. If the correct serial number and encryption code were entered, the card will be read and the program information will be displayed on the individual pages.
Section 2
Writing A Program To A Smart Card
1. When you are ready to write a program to a card, make sure that the box serial number and code are correct for that box (the VEC2 will not accept a Smart Card with a different serial number if the system is in the locked mode.
2. Click on the "Write Card" button. The text box will display "Coded Card Write OK" or "Card Write OK" depending on the option chosen.
Section 3
Opening An Existing Program From A Disc / Saving To Disc
1. Click on "File, Open", then select the file. Enter your box serial number and box encryption code numbers in the text boxes provided (serial number is on your box / cards and the encryption code is on your invoice). The serial number and code from the last system opened will be available from the drop down box in the "Box Serial NR" field. This will allow you to read and write to program cards for your specific VEC2.
2. If the correct serial number and encryption code were entered, the file will be read and the program information will be displayed on the individual pages.
3. When ready to save the file, click on "File, Save As", then choose the name and location.
Section 4
Modifying An existing Program / Creating A New Program
1. When starting a new program, you want to begin by ensuring the ignition advance and retard settings are where you want / expect them. Click on "Settings, Preferences" and note the drop down menu options under Ignition Advance and Retard.
Fig. 2
You have a choice between setting the actual timing advance change by degrees in the Load Table (manifold pressure referenced) or in the RPM Table (engine RPM referenced. Each has it's own type of advantage or disadvantage. Generally, forced induction applications use the Degrees in Load table, as you can create a timing retard map as you go into boost. Naturally aspirated applications may choose by engine RPM, triggering the percentage based on manifold pressure, allowing you to alter timing only when the engine vacuum is near 0 (full throttle, closed loop mode). The two tables are not interchangeable and figures created using one table will not transfer equally when toggling between the two options (do not create a graph based on one setting, then change the mode).
2. Go to the General table page. Here you will check / set the fuel RPM table resolution. You have a choice between 500 RPM and 250 RPM. Changing to 250 RPM doubles the number of cells in the table. If a program was written in 500 RPM increments and you change the mode to 250 RPM, only half of the entire table will be filled and you will need to rearrange and fill the fields accordingly (a value at 5,000 RPM now becomes a value at 2,500 RPM). The opposite is true when changing from a 250 RPM table to a 500 RPM (your value at 4,000 RPM now becomes your value at 8,000 RPM). Fig. 1
3. In the Data Protection box you can choose "Unlock after upload" or "Lock after upload". This option programs the VEC2 to accept cards specifically programmed for it, or any card. It allows you to protect the program in the system (i.e. you can create a valet card that does not allow the engine to exceed 3,000 RPM). Fig. 1
4. Click on the Fuel table tab. A sub-tab section becomes available. Go to Fuel options. Set your engine Rev Limit value. This is the RPM at which the VEC2 will turn the injectors off.
Fig. 3
5. Set your base fuel calibration. If using a larger than stock injector, take the flow rate of the stock injectors (30 lbs / hr) and divide it by the flow rate of the new injectors. This will give you the percentage offset needed to make the new injectors pulse at a shorter time so they match the flow of the stock ones. Because brands and sizes of injectors vary in how fast they open or close, you can make an additional offset in pulse to compensate for this, adding or taking away fuel in increments as fine as two hundredths of a millisecond.
The way we ensure that we have the correct calibration and offset when using larger injectors is to use a scan tool program linked up with the factory PCM. Program your fuel load enrichment fields at zero and your fuel calibration figures at the calculated number for the larger injectors (as applicable). Burn the program to a Smart card and load it into the VEC2. Start the engine and monitor the PCM long-term adaptives (actively adjusting 2 minutes and 30 seconds after engine start up). If the adaptives are taking fuel out, begin reducing the injector recal offset figure. If the PCM adaptives are adding fuel, begin increasing the offset. Your goal is to achieve a zero (0) long-term adaptive figure. The typical range is 30% + and -. If you have the correct offsets, the PCM will have the range needed to make fine tuning adjustments to its output pulse without setting a check engine light. The PCM will set a lean mixture code if your offset figures are too low and rich mixture code if your offsets are too high, as it monitors the oxygen sensor voltage during closed loop conditions.
6. Click on the Fuel Load tab. The voltage scale is the voltage of the VEC2 internal MAP sensor. Manifold pressure is expressed in inches of Mercury for vacuum and PSI for boost under the "in_PSI" heading.
Fig. 4
7. Begin creating the fuel enrichment curve based on manifold pressure. The value expressed will be the injector pulse in milliseconds. This value will be added to the base fuel calibration pulse. This will allow you to begin using the extra capacity of the larger injectors as engine load increases / closed loop operation, while allowing for stock like drivability in vacuum / closed loop engine operating conditions.
Much like standard Windows programs, you can highlight an area and edit all highlighted fields. Use the Table Control buttons to add to or reduce a cell or region (+, -), Increase or decrease a region by multiplier in which the top value stays the same (/, \), scale a region by a steady percentage (Scale %) or set a region to a specific value (Set to
by using a value input into the text box. The maximum value for these fields is 25.5 ms.
8. Click on the Fuel RPM tab. You will use this page to scale your load-based enrichment by a percentage based on RPM.
Fig. 5
9. There are preset curves that the factory PCM uses every time you are accelerating in open loop. Generally, the stock PCM injector pulse is too low in the lower RPM range, until approximately 4,000 RPM. This curve can be viewed by recording a full throttle pull on a stock Viper. You will see in both the PCM injector output and the actual air / fuel ratio that the engine is too lean at low RPM / full throttle. With the ability to scale enrichment based on RPM, you can correct this by adding a greater amount of fuel pulse in the lower RPM area, creating more torque. Conversely, the factory injector pulse is typically too long (rich) in the upper RPM range, so we scale our enrichment down as necessary in this area.
The enrichment percentage range is from 0 to 199%. When your fuel load enrichment based on load is close to correct, you will use this page to fine tune for each RPM zone. For example, if you recorded your air / fuel ratio at full throttle and saw that the engine was running rich or lean in an area, you could go to this page and modify the values in the particular RPM zone, without affecting other areas.
For reference, the factory PCM injector output values at full throttle are approximately:
xxxxxxxxxxxxxxxxxx
Typical idle injector pulse (from the stock PCM) is 5ms to 6ms.
10. Click on the Ignition Tab. Use the setting in the Preferences menu (Ctrl+P) to express the spark advance change, from stock, based on manifold pressure (see figure 2). The text in the upper right area of the page will correspond with your selection.
Fig. 6a.
11. In figure 6a, the degrees of change are based on manifold pressure. A numerical value is placed at each manifold pressure point. The maximum value that can be set is 25.5 degrees. This value will then be scaled to a positive or negative figure (creating a timing advance or retard map) using the Ignition RPM table.
Fig. 6b
12. In figure 6b, the percentage of spark advance change is expressed in percentage. A value of 0 makes no change and a negative value reduces. In this example, the ignition timing is being retard when the engine is under boost and at higher RPM. The percentage shown will be the amount of timing change from the Ignition Load table. In the figure 6a and 6b examples, when the engine is at 10 inches of vacuum and at 3,000 RPM, there is no timing change from stock (95% of 0). When the engine is at 5.7 PSI boost and at 2,000 RPM, the timing is being ******** 2.45 degrees from stock (50% of 4.9 degrees -).
For reference, the factory PCM spark advance values at full throttle are approximately:
xxxxxxxxxxxxxxxxxxxxx
Typical cruise spark advance is approximately 40 to 45 degrees.
13. Now open the preferences menu and set the Degrees in RPM table, Percentage in Load table (see figure 2). The values you had before with the previous setting will not correspond to the values in the new setting (you must be aware of this when making new programs).
Fig 7a
14. In figure 7a, a naturally aspirated example is shown with timing advance in the midrange. The degrees are expressed in the RPM table. We know it is advancing since the numbers do not have the negative (-) signs in front of them.
Fig. 7b
15. In figure 7b, the percentage of timing change is set. In this case, for naturally aspirated, the timing percentage is 0 until the engine is at near full throttle. Using figures 7a and 7b, if the engine were at 4,000 RPM and 12.5 inches of vacuum, the ignition timing would be as stock (0% of 8 degrees +). If the engine were at full throttle (0 vacuum) and at 4,500 RPM, the timing would be 8 degrees advanced (100% of 8 degrees+).
16. Now click on the "Outputs" tab. The only tab that is active is the PWM Output tab. The PWM Load and PWM RPM tables each control the PWM Output. The output wire is at pin #5 on the lower VEC2 connector, at the VEC2 itself (short wire taped to the harness). This output can be set to either act as a true PWM, in order to operate an injector, or to act as a switching device when values are above 50% and the appropriate box is checked. The amperage capability of the output is low, so you should use it to trigger a relay if operating a switched device. The output is 12V- negative.
Fig. 8a
17. In figure 8a, we have set the PWM output to act as a switching device (box checked), which activates when the manifold vacuum is 0 or into boost.
Fig. 8b
18. In figure 8b we have further controlled the switched output by making active only if the engine RPM is 3,000 or above. A setting such as this can be used in conjunction with fuel and timing program changes in order to operate a Nitrous Oxide system, for example.
On the CD are a few sample programs. Open them, experiment and get to know how the software operates. You may also download any programs we may have provided you with a Supercharger. When ready, you can begin tuning on your own engine.
For fine tuning, some special tools may be required, such as a scan tool and air / fuel ratio logging system. These items are readily available through Roe Racing and other suppliers (most dyno's have air / fuel monitoring equipment).
Tuning Tips:
When tuning, there are several factors that work together to produce proper engine running and maximum power. This section is not meant to replace the many books on engine tuning and the years of experience most professionals have. Rather, it is a guide to help you on your way.
When tuning, you must remember that ignition timing and fuel delivery work together. For example, an area of excessive fuel in the air / fuel ratio graph may indicate too little spark advance rather than too much fuel (lighting the fuel later does not allow as much of it to burn in the combustion chamber, hence there is more unburned fuel in the exhaust). In an area like this, you may either reduce fuel injector pulse, or increase spark advance. Increasing the spark advance will increase the power as more of the energy from the fuel is released in the combustion chamber. The fuel octane and cylinder pressure are usually the determining factors of how far you can increase the spark advance (higher octane fuel can be harder to ignite / slower to burn, so it can generally take more spark advance). Other factors, such as piston construction should be taken into consideration also.
In regard to the air / fuel ratio, there are different optimal settings for different applications and loads. At low load cruise, most engines prefer a 14.7:1 air / fuel ratio. Under load, a naturally aspirated eng may perform best at 12.9:1, while a forced induction application can range from 11.5:1 to 12.8:1 depending on the air charge temperature. Regarding temperature, the VEC2 itself has no temperature input. We use the offsets of the stock PCM pulse to help compensate for temperature. You may want to make different boost enrichment programs if the vehicle is used in a wide range of temperatures (for example, the program for 40 degrees F may have 10% more enrichment than the program for 100 degrees F).
Transitions from vacuum to boost play an important role in vehicle drivability. In the case of a positive displacement Supercharger, boost can come on very fast and at a low RPM. The factory PCM was not originally programmed for such engine load changes so quickly. This means that we have to go deeper into the engine vacuum table when making our spark advance and fuel calibrations, in order to "stay ahead of" the factory PCM referenced curves.
The VEC2 system and software has no "safeguard" settings. There is an opportunity to dial an engine in, as well as dial it out. We strongly suggest you save all your programs with names that imply what they do. If you dial your engine out of tune, simply slide in a previous program burned onto a Smart Card.
For troubleshooting, general questions, comments or assistance, you may contact us at:
Voice: (904) 733-5469, ext 1, #
Fax: (904) 733-5479
E-mail: [email protected]
We just completed the VEC2 software and user manual so that owners can do their own tuning. We will be sending out letters to current VEC2 owners so that we can update the firmware and wiring harnesses on their VEC2's in order to make it compatible with the new software (if desired). The software will be $199 and card reader / writers are $49 for serial port and $59 for USB port (includes 3 Smart Cards). If VEC2 owners do not want to adjust their own tuning, they do not need the software and do not need to send in their systems for updates.
We're also building up inventory for VEC2's as a stand alone item. The system will be $995 with the software, plus the reader / writer ($49 to $59) if you don't have one.
The VEC2 is still included in the price of the Supercharger system, but the software is not included. It will be an option at $199. We'd love to include it at no extra charge, but it's cost too much to develop over the last 9 months.
Here's the partial VEC2 description and user manual, less images and some text:
Roe Racing USA
VEC2 System and Software Operating Instructions
System Description:
The VEC2 Viper Engine Calibrator allows precise tuning of the air to fuel ratio and ignition timing over the entire operating range of the engine. Simply inserting a pre-programmed Smart Card immediately changes the program settings for the current driving situation or octane of fuel as desired.
The unit contains its own fuel injector drivers and is plugged in between the factory PCM and engine. It is especially useful for recalibration of both forced induction engines and those with extensive modifications, though stock engines can benefit greatly also (50 RWHP in the midrange during recent testing).
Features:
- Allows for the use of larger fuel injectors.
- Vacuum and boost load fuel calibration.
- Vacuum and boost load ignition timing calibration.
- Smart Card programmable with unlimited number of cards.
- Allows for stock like drivability on heavily modified engines.
- Two microprocessors run each engine bank individually, keeping factory adaptives correctly adjusted.
- Programmable output signal (12V- negative) can be used to activate a switched component or PWM (pulse width modulation) controlled component in conjunction with program changes.
- Easy to install.
Front Panel Indicator Lights and Smart Card Write Button Functions (from left to right):
- LED #1, Green, indicates power is on.
- LED #2, Red, User selectable features (future capabilities).
- LED #3, Red, System busy or error. Lights (steady) during the reading or writing of a Smart Card. Flashes if there is a system or card error. Steady on with the #4 green LED indicates the last card function was a write to the card.
- LED #4, Green, Smart Card read / write complete.
- Pushbutton, writes current settings from the VEC2 to Smart Card.
How it works:
The VEC2 is similar to a stand-alone engine management system, but also has similarities to a piggyback system. We consider it as working "in series" with the factory PCM.
In a true stand-alone system, you must program for every operating condition the engine will experience, load, throttle position, RPM, engine temperature, air temperature, etc. These systems can be quite complex to tune. Most PCM's also control radiator fan operation, A/C operation, emissions operation and diagnostic functions. Stand-alones are generally not compatible with OBD2 emissions testing in that they replace the factory PCM and will not link up with state run emissions equipment. These systems are best suited for racetrack use where engine tuners can fine-tune the program to the environment of the moment for optimal performance.
In a typical piggyback system, control over the engine is done by manipulating inputs to the stock PCM. Manifold air pressure and oxygen sensor voltages can be altered in order to make the PCM change its load calibration, thus altering fuel and ignition advance curves. Reducing MAP sensor voltage has the effect of reducing injector pulse width by making the PCM "think" the engine is under greater vacuum than actual. At the same time, ignition timing is advanced due to the PCM believing the engine is under a lower load. Conversely, increasing voltage has the opposite effect, increasing fuel and reducing timing advance. When tuning with systems of this type, you can find yourself in situations where you can have proper part throttle tuning, or proper full throttle tuning, but rarely both if the engine is heavily modified or has forced induction.
The VEC2 offers the best of both worlds. Stand alone system control, but with the simplicity of a piggyback system. The VEC2 controls fuel and timing, leaving the stock PCM to handle all other functions, such as idle speed, A/C control, emissions operation, etc.
With the VEC2 you can use the factory PCM's injector pulse output as a reference, from 199% down to 0%. This is beneficial in that if you're using larger injectors you can use 70% of the stock pulse (for example) to make the larger injectors flow the same as the stock ones, allowing the engine to operate with the proper air/fuel ratio in proper closed loop operation. When the engine is under a heavier load / in closed loop, you can create a fuel curve that begins adding milliseconds of injector pulse width as the load / boost increases. The curve is further trimmed based on the engine RPM.
Ignition timing can be controlled within a range of 25 degrees advance to 25 degrees retard from the factory settings. The curve can be configured based on load and RPM. In places where the factory programmed timing curve is too advanced for an engine, such as under boost, it can be ********, while leaving normal timing in vacuum conditions. You can also add timing advance in areas where the factory programmed timing advance is insufficient.
The VEC2 has a programmable 12V+ output wire. The output can be used to operate a relay, turn on a shift light or operate a PWM injector circuit. The output is manifold pressure and engine RPM referenced. For example, you can create a program which will turn on a Nitrous relay, increase the injector pulse and decrease the ignition advance all at the same time. You may also use it to activate a boost or shift light.
Software requirements:
- CD Rom reader
- Serial or USB port
- Windows operating system win95, win98, win2000 and winXP
- 5Mb of hard drive free space.
CD Contents:
- VEC2 software with setup installation program
- Sample program files for Naturally Aspirated and forced induction engines.
- Micro (card reader / writer) drivers.
- System manual in text.
Software Installation:
1. Insert the CD into your disc drive.
2. Allow the computer to Auto Open the CD, or open it through "My Computer" or "Windows Explorer".
3. Click and open the "VEC2-CD" folder.
4. Click and open the "VEC2-Gen2-Viper" folder.
5. Select "Setup" and follow the on screen prompts to create your directory path and complete the installation.
6. Click and open the file named "Micro-Drivers".
7. Select the "Setupwk" file and follow the onscreen prompts. Allow the system to reboot when finished.
Verify Installation:
The VEC2 software should now be available in your list of programs.
1. Open the VEC 2 program.
2. Plug in your Smart Card reader / writer. The serial model, Micro 120, has an internal battery that will need to be charged by the serial port before it can be used. The USB model, Micro 130, has no battery and is ready to use.
3. At the upper left, click on "Find Reader". The status screen will display "Card Reader OK" when found.
4. If the card reader is found, then all the installations are complete and were successful.
Software Use and Operation
The VEC2 software is written using regular Windows based format, with taskbar commands at the top. Clicking on the tabs at the bottom of the window accesses individual pages.
Fig. 1
Section 1
Opening An Existing Program From A Smart Card
Begin by clicking on the button "Find Reader" at the top left. If your card reader / writer is plugged in and driver is properly loaded, the text box will display "Card Reader OK". If the reader could not be found, check / change your comport settings in the "Settings, Preferences" menu.
1. Enter your box serial number and box encryption code numbers in the text boxes provided (serial number is on your box / cards and the encryption code is on your invoice). The serial number and code from the last system opened will be available from the drop down box in the "Box Serial NR" field. This will allow you to read and write to program cards for your specific VEC2.
2. Insert a Smart Card into the reader and click on the "Read Card" button.
3. If the correct serial number and encryption code were entered, the card will be read and the program information will be displayed on the individual pages.
Section 2
Writing A Program To A Smart Card
1. When you are ready to write a program to a card, make sure that the box serial number and code are correct for that box (the VEC2 will not accept a Smart Card with a different serial number if the system is in the locked mode.
2. Click on the "Write Card" button. The text box will display "Coded Card Write OK" or "Card Write OK" depending on the option chosen.
Section 3
Opening An Existing Program From A Disc / Saving To Disc
1. Click on "File, Open", then select the file. Enter your box serial number and box encryption code numbers in the text boxes provided (serial number is on your box / cards and the encryption code is on your invoice). The serial number and code from the last system opened will be available from the drop down box in the "Box Serial NR" field. This will allow you to read and write to program cards for your specific VEC2.
2. If the correct serial number and encryption code were entered, the file will be read and the program information will be displayed on the individual pages.
3. When ready to save the file, click on "File, Save As", then choose the name and location.
Section 4
Modifying An existing Program / Creating A New Program
1. When starting a new program, you want to begin by ensuring the ignition advance and retard settings are where you want / expect them. Click on "Settings, Preferences" and note the drop down menu options under Ignition Advance and Retard.
Fig. 2
You have a choice between setting the actual timing advance change by degrees in the Load Table (manifold pressure referenced) or in the RPM Table (engine RPM referenced. Each has it's own type of advantage or disadvantage. Generally, forced induction applications use the Degrees in Load table, as you can create a timing retard map as you go into boost. Naturally aspirated applications may choose by engine RPM, triggering the percentage based on manifold pressure, allowing you to alter timing only when the engine vacuum is near 0 (full throttle, closed loop mode). The two tables are not interchangeable and figures created using one table will not transfer equally when toggling between the two options (do not create a graph based on one setting, then change the mode).
2. Go to the General table page. Here you will check / set the fuel RPM table resolution. You have a choice between 500 RPM and 250 RPM. Changing to 250 RPM doubles the number of cells in the table. If a program was written in 500 RPM increments and you change the mode to 250 RPM, only half of the entire table will be filled and you will need to rearrange and fill the fields accordingly (a value at 5,000 RPM now becomes a value at 2,500 RPM). The opposite is true when changing from a 250 RPM table to a 500 RPM (your value at 4,000 RPM now becomes your value at 8,000 RPM). Fig. 1
3. In the Data Protection box you can choose "Unlock after upload" or "Lock after upload". This option programs the VEC2 to accept cards specifically programmed for it, or any card. It allows you to protect the program in the system (i.e. you can create a valet card that does not allow the engine to exceed 3,000 RPM). Fig. 1
4. Click on the Fuel table tab. A sub-tab section becomes available. Go to Fuel options. Set your engine Rev Limit value. This is the RPM at which the VEC2 will turn the injectors off.
Fig. 3
5. Set your base fuel calibration. If using a larger than stock injector, take the flow rate of the stock injectors (30 lbs / hr) and divide it by the flow rate of the new injectors. This will give you the percentage offset needed to make the new injectors pulse at a shorter time so they match the flow of the stock ones. Because brands and sizes of injectors vary in how fast they open or close, you can make an additional offset in pulse to compensate for this, adding or taking away fuel in increments as fine as two hundredths of a millisecond.
The way we ensure that we have the correct calibration and offset when using larger injectors is to use a scan tool program linked up with the factory PCM. Program your fuel load enrichment fields at zero and your fuel calibration figures at the calculated number for the larger injectors (as applicable). Burn the program to a Smart card and load it into the VEC2. Start the engine and monitor the PCM long-term adaptives (actively adjusting 2 minutes and 30 seconds after engine start up). If the adaptives are taking fuel out, begin reducing the injector recal offset figure. If the PCM adaptives are adding fuel, begin increasing the offset. Your goal is to achieve a zero (0) long-term adaptive figure. The typical range is 30% + and -. If you have the correct offsets, the PCM will have the range needed to make fine tuning adjustments to its output pulse without setting a check engine light. The PCM will set a lean mixture code if your offset figures are too low and rich mixture code if your offsets are too high, as it monitors the oxygen sensor voltage during closed loop conditions.
6. Click on the Fuel Load tab. The voltage scale is the voltage of the VEC2 internal MAP sensor. Manifold pressure is expressed in inches of Mercury for vacuum and PSI for boost under the "in_PSI" heading.
Fig. 4
7. Begin creating the fuel enrichment curve based on manifold pressure. The value expressed will be the injector pulse in milliseconds. This value will be added to the base fuel calibration pulse. This will allow you to begin using the extra capacity of the larger injectors as engine load increases / closed loop operation, while allowing for stock like drivability in vacuum / closed loop engine operating conditions.
Much like standard Windows programs, you can highlight an area and edit all highlighted fields. Use the Table Control buttons to add to or reduce a cell or region (+, -), Increase or decrease a region by multiplier in which the top value stays the same (/, \), scale a region by a steady percentage (Scale %) or set a region to a specific value (Set to
by using a value input into the text box. The maximum value for these fields is 25.5 ms.8. Click on the Fuel RPM tab. You will use this page to scale your load-based enrichment by a percentage based on RPM.
Fig. 5
9. There are preset curves that the factory PCM uses every time you are accelerating in open loop. Generally, the stock PCM injector pulse is too low in the lower RPM range, until approximately 4,000 RPM. This curve can be viewed by recording a full throttle pull on a stock Viper. You will see in both the PCM injector output and the actual air / fuel ratio that the engine is too lean at low RPM / full throttle. With the ability to scale enrichment based on RPM, you can correct this by adding a greater amount of fuel pulse in the lower RPM area, creating more torque. Conversely, the factory injector pulse is typically too long (rich) in the upper RPM range, so we scale our enrichment down as necessary in this area.
The enrichment percentage range is from 0 to 199%. When your fuel load enrichment based on load is close to correct, you will use this page to fine tune for each RPM zone. For example, if you recorded your air / fuel ratio at full throttle and saw that the engine was running rich or lean in an area, you could go to this page and modify the values in the particular RPM zone, without affecting other areas.
For reference, the factory PCM injector output values at full throttle are approximately:
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Typical idle injector pulse (from the stock PCM) is 5ms to 6ms.
10. Click on the Ignition Tab. Use the setting in the Preferences menu (Ctrl+P) to express the spark advance change, from stock, based on manifold pressure (see figure 2). The text in the upper right area of the page will correspond with your selection.
Fig. 6a.
11. In figure 6a, the degrees of change are based on manifold pressure. A numerical value is placed at each manifold pressure point. The maximum value that can be set is 25.5 degrees. This value will then be scaled to a positive or negative figure (creating a timing advance or retard map) using the Ignition RPM table.
Fig. 6b
12. In figure 6b, the percentage of spark advance change is expressed in percentage. A value of 0 makes no change and a negative value reduces. In this example, the ignition timing is being retard when the engine is under boost and at higher RPM. The percentage shown will be the amount of timing change from the Ignition Load table. In the figure 6a and 6b examples, when the engine is at 10 inches of vacuum and at 3,000 RPM, there is no timing change from stock (95% of 0). When the engine is at 5.7 PSI boost and at 2,000 RPM, the timing is being ******** 2.45 degrees from stock (50% of 4.9 degrees -).
For reference, the factory PCM spark advance values at full throttle are approximately:
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Typical cruise spark advance is approximately 40 to 45 degrees.
13. Now open the preferences menu and set the Degrees in RPM table, Percentage in Load table (see figure 2). The values you had before with the previous setting will not correspond to the values in the new setting (you must be aware of this when making new programs).
Fig 7a
14. In figure 7a, a naturally aspirated example is shown with timing advance in the midrange. The degrees are expressed in the RPM table. We know it is advancing since the numbers do not have the negative (-) signs in front of them.
Fig. 7b
15. In figure 7b, the percentage of timing change is set. In this case, for naturally aspirated, the timing percentage is 0 until the engine is at near full throttle. Using figures 7a and 7b, if the engine were at 4,000 RPM and 12.5 inches of vacuum, the ignition timing would be as stock (0% of 8 degrees +). If the engine were at full throttle (0 vacuum) and at 4,500 RPM, the timing would be 8 degrees advanced (100% of 8 degrees+).
16. Now click on the "Outputs" tab. The only tab that is active is the PWM Output tab. The PWM Load and PWM RPM tables each control the PWM Output. The output wire is at pin #5 on the lower VEC2 connector, at the VEC2 itself (short wire taped to the harness). This output can be set to either act as a true PWM, in order to operate an injector, or to act as a switching device when values are above 50% and the appropriate box is checked. The amperage capability of the output is low, so you should use it to trigger a relay if operating a switched device. The output is 12V- negative.
Fig. 8a
17. In figure 8a, we have set the PWM output to act as a switching device (box checked), which activates when the manifold vacuum is 0 or into boost.
Fig. 8b
18. In figure 8b we have further controlled the switched output by making active only if the engine RPM is 3,000 or above. A setting such as this can be used in conjunction with fuel and timing program changes in order to operate a Nitrous Oxide system, for example.
On the CD are a few sample programs. Open them, experiment and get to know how the software operates. You may also download any programs we may have provided you with a Supercharger. When ready, you can begin tuning on your own engine.
For fine tuning, some special tools may be required, such as a scan tool and air / fuel ratio logging system. These items are readily available through Roe Racing and other suppliers (most dyno's have air / fuel monitoring equipment).
Tuning Tips:
When tuning, there are several factors that work together to produce proper engine running and maximum power. This section is not meant to replace the many books on engine tuning and the years of experience most professionals have. Rather, it is a guide to help you on your way.
When tuning, you must remember that ignition timing and fuel delivery work together. For example, an area of excessive fuel in the air / fuel ratio graph may indicate too little spark advance rather than too much fuel (lighting the fuel later does not allow as much of it to burn in the combustion chamber, hence there is more unburned fuel in the exhaust). In an area like this, you may either reduce fuel injector pulse, or increase spark advance. Increasing the spark advance will increase the power as more of the energy from the fuel is released in the combustion chamber. The fuel octane and cylinder pressure are usually the determining factors of how far you can increase the spark advance (higher octane fuel can be harder to ignite / slower to burn, so it can generally take more spark advance). Other factors, such as piston construction should be taken into consideration also.
In regard to the air / fuel ratio, there are different optimal settings for different applications and loads. At low load cruise, most engines prefer a 14.7:1 air / fuel ratio. Under load, a naturally aspirated eng may perform best at 12.9:1, while a forced induction application can range from 11.5:1 to 12.8:1 depending on the air charge temperature. Regarding temperature, the VEC2 itself has no temperature input. We use the offsets of the stock PCM pulse to help compensate for temperature. You may want to make different boost enrichment programs if the vehicle is used in a wide range of temperatures (for example, the program for 40 degrees F may have 10% more enrichment than the program for 100 degrees F).
Transitions from vacuum to boost play an important role in vehicle drivability. In the case of a positive displacement Supercharger, boost can come on very fast and at a low RPM. The factory PCM was not originally programmed for such engine load changes so quickly. This means that we have to go deeper into the engine vacuum table when making our spark advance and fuel calibrations, in order to "stay ahead of" the factory PCM referenced curves.
The VEC2 system and software has no "safeguard" settings. There is an opportunity to dial an engine in, as well as dial it out. We strongly suggest you save all your programs with names that imply what they do. If you dial your engine out of tune, simply slide in a previous program burned onto a Smart Card.
For troubleshooting, general questions, comments or assistance, you may contact us at:
Voice: (904) 733-5469, ext 1, #
Fax: (904) 733-5479
E-mail: [email protected]
